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European policies for short sea shipping and intermodality
Published in Tiago A. Santos, C. Guedes Soares, Short Sea Shipping in the Age of Sustainable Development and Information Technology, 2020
Harilaos N. Psaraftis, Thalis Zis
It took seven years after that setback to see any visible signs of recovery. In 2013 the European Parliament and Council came up with a proposal for a regulation on market access to port services and financial transparency in ports. All 329 TEN-T ports were covered by the proposed regulation, and the following services were included: bunkering, cargo handling, dredging, mooring, passenger services, port reception facilities, pilotage and towage. However, and after some hard discussions, it was finally stipulated that cargo handling and passenger services would be subject to the financial transparency rules but exempt from the market access provisions, as initially proposed by the Commission. Member states would remain free to decide on market access rules for these services, in compliance with Court of Justice case law. Many, particularly from the ship operators’ side, were disappointed by the ‘watering down’ of the proposed regulation in such a manner; however, some others felt that the alternative would be no regulation. After this hurdle was sidestepped, the regulation was finally approved in 2017 (EU, 2017). It is still too early to ascertain what the effects of the new regulation will be on the EU ports sector, and by extension, on EU SSS and intermodality.
Green Ports and Green Ships
Published in Petros A. Ioannou, Intelligent Freight Transportation, 2008
Christopher F. Wooldridge, Thomas H. Wakeman, Sotiris Theofanis
Periodically repeated surveys within the sector helped to identify the key issues as identified by port professionals. The impacts are mixed among waterside, land-side, and air resources. Programs of research and development were pursued through joint-funded activities between the EC and port authorities in order to develop practicable tools and methodologies with which to address their environmental challenges. 31 The ranking of the issues has changed over the years but in general is similar. Table 17.5 demonstrates the influence of European directives, such as 2000/59/EC on port reception facilities for ship-generated waste and cargo residues and the sustained significance of dredging activities. Priorities change with industry, public, and regulatory requirements.
Optimization of the ship waste management system in the Port of Lisbon
Published in Cândida Vilarinho, Fernando Castro, Margarida Gonçalves, Ana Luísa Fernando, Wastes: Solutions, Treatments and Opportunities III, 2019
S.A. Melón, A.M. Barreiros, V.C. Godinho
A fixed fee is defined by Directive 2000/59/CE corresponds to ship’s contribution for port reception facilities costs recovery, including treatment and disposal, whether waste is discharged. It applies to all ships and vessels calling at the port and is calculated per unit of gross tonnage (GT). The variable fee is applied directly to waste discharge operations. The prices reflect the prices from tenders with operators and PL administrative costs.
Demulsifying of waste oils in a port reception facility by ultrasound with a new coagulant: techno-economic evaluation
Published in Energy Sources, Part A: Recovery, Utilization, and Environmental Effects, 2021
Nurullah Özdoğan, Ahmed M. Albahnasawi, Havva Ağır, Serkan Arslan, Okan Gunaydin, Ercan Gürbulak, Murat Eyvaz, Ebubekir Yüksel
Today, 90% of the world trade is provided by seaborne. However, marine pollution has become a major problem due to the illegal releasing of washing water of ship parts (machinery/auxiliary machinery sub-tanks, cofferdams, warehouses, main cargo tanks, etc.). These wastes are classified as bilge, slop, sludge, and dirty ballast waters containing oil and hydrocarbon with a high percentage of oil and derivatives (Ulucan 2011). The toxic compounds in these wastes both adversely affect aquatic life and cause adverse health effects reaching human beings by mixing into the food chain (Beyer et al. 2016). Various international and regional agreements have been made to prevent ship-originated marine pollution. One of the sanctions imposed by a convention on member countries is that it imposes the obligation to build waste reception facilities at ports and tanker terminals (TOCPRO (Tanker Operations Consulting by Professionals) 2015). Port reception facilities (PRF) are treatment plants where ship wastes are collected and handled in a controlled manner within the framework of international agreements in a way that does not create secondary marine pollution. Eventually, oil and petroleum-derived products obtained as a result of the separation of such ship-sourced petroleum wastes from bilge waters are used as secondary fuel in the industry and a separate benefit is provided to the economy (Ozdogan 2018).